Railway safety device.



No. 793,417. PATENTED JUNE 27, 1905.

' W. H. GLING. 1

RAILWAY SAFETY DEVICE.

APPLIUATION FILED MAR. 3, 1905.

8 SHEETS SHEET 1.

F U-T' T WITNESSES: IN VENTOR ifz liz'czmjz (717229- ATTORNEY No. 793,417. PATENTED JUNE 2'7, 1905.

' W. H. GLING.

RAILWAY SAFETY DEV-ICE.

APPLICATION FILED MAR. 3, 1905.

3 SHEETS-SHEET 2.

"f IEIQE I IN VENTOH wzzzmmvzm ATTORNEYS WITNESSES:

PATENTBD JUNE 2'7, 1905.

W. H. GLING. RAILWAY SAFETY DEVICE.

APPLICATION FILLED MAR. 3, 1905.

3 SHEETS-:SHEBT 3 INVENTOR ZZz'amJf WITNESSES.

ATTORNEYS NITED STATES .ratented June 27, 1905.

PATENT OFFICE.

RAILWAY SAFETY DEVICE.

SPECIFICATION forming part of Letters Patent No. 793,417, dated June .27, 1905.

Application filed March 3, 1905. Serial No. 248.271.

To all whom) it may concern.-

Be it known that LWILLIAM H. CLING, a citizen of the United States, and a resident of Charleston, in the county of Charleston and State of South Carolina, have invented a new and Improved Railway Safety Device, of which the following is a full, clear, and exact description.

This invention relates particularly to improvements in devices for preventing head-on or rear-end collisions of two trains moving on the same track, the object being to provide a simple means for providing the setting of the emergency brakes of a train or trains should two trains be moving in the same block, thus bringing a train or trains to a full stop in sufficient time to prevent accident.

I will describe a railway safety device embodying my invention and then point out the novel features in the appended claims.

' Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan showing a railway safety device embodying my invention. Fig. 2 is also a plan drawn on a larger scale than 1. Fig. 3 is a section on the line 3 3 of Fig. 2. Fig. 4 is a section on the line 4 4 of Fig. 2. Fig. 5 is a section on the line 5 5 of Fig. 2. Fig. 6 is a side elevation showing the parts carried by a car for controlling the safety devices. Fig. 7 is an end elevation thereof, and Fig. 8 is a plan showing the devices as applied to a switch or siding.

Referring to the drawings, 10 11 indicate the track-rails of a block. Arranged at each end of the block is a horizontally-swinging lever 12, mounted to turn on a plate 13,seeured to a tie, and this lever 12 is provided with a perforation 14, designed to be moved into line with a perforation 15 in the plate 13 to receive a locking-pin 16, carried by a weighted latch-lever 17, mounted to swing on the lever 12. The weight of the latch 17 is over the locking-pin 16, and the opposite end of the latch-lever is designed to be engaged to release the pin from its locking connection with the lever and plate by a curved plate 18, extended downward from the truck of a car. 5 Also extended downward from the truck is a tappet 19, designed to engage with the lever 12 to move it in one direction for elevating the arms arranged along the rails, as will be hereinafter described.

The lever 12 has a link connection 20 with a resetting-lever 21, mounted to swing on the tie next to the tie on which said lever 12 is mounted to swing, and this resetting-lever 21 has at its free end an inclined upwardly-extended shoe 22, the object of which will be hereinafter explained. From the end of the lever 12 opposite that connected to the link 20 a wire 23 extends along the track and is connected at intervals with arms 24, pivoted 5 in standards 25, secured to ties in the block. It may be here stated that in practice there will be eight of these arms 24 in a block-that is, eight arms having connection with the lever 12 at the ends of the block. The wire 23 7 passes around a pulley 26, attached to one of the ties, and on this tie is an upwardly-extended inclined plate 27. From the pulley 26 the wire extends to connection with one end of a lever 28, mounted to turn on a plate 29, and this lever and plate have a locking-latch 30 similar to the latch 17 first described.

Mounted on the truck of the car carrying the devices 18 and 19 are plates 31 32, the plate 32 being arranged to swing forward and also to swing laterally, while the plate 31 swings in a forward direction only. The plate 31 is connected, by means of a cord or wire 33, with a lever 34, extended from the valve in the emergency-brake mechanism, and 5 this lever 34 is connected to the plate 32 by a cord or wire 35.

In Fig. 8 I have shown switch-tongues 36 37, connected by linked bars 38, and also corinected to a draw-bar 39, which extends outward to one side of the track and connects with a lever 40, designed to be operated manually to shift the switch-tongues. Connected to the draw-bar 39 is one end of an angle-lever 41, the other end of said lever 41 having a wire connection 42 with an arm 43 similar may be moved by a part carried on a car.

In the operation assume atrain to enter a.

block at the left-hand end of Fig. 1. The depending part 19 will engage with the end of the lever 12 adjacent to the link 20. Just before this engagement, however, the curved plate 18 will by engaging the free end of the latch-lever 17 move the pin 16 out of locking engagement. Now the lever 12 will be shifted, as indicated in dottedlines in Fig. 2, and this shifting-lever will of course shift the lever 21, moving the shoe 22 into the position indicated by dotted lines in Fig. 2, and the shifting of the levers will also by drawing upon the wire 23 raise the several arms 24. to perpendicular position. Obviously the train entering the block and elevating the several arms as just described should not engage its plate 32 with said arms, and therefore the said plate 32 is arrangedto swing laterally, as before mentioned. This lateral swinging movement is caused by the plate 32 engaging with the shoe 22, as indicated in Fig. 4. The said plate 32 will remain in this lateral position until it reaches nearly the end of the block, when it will engage with the plate 27 and be returned thereby to normal position. Just before this operation the depending part 19 will engage with the lever 28 after the latch 30 is released, and by swinging said lever 28 the several arms 24 and the lever 12 will be moved to normal position. Should another train enter the block before the first train has passed out of the block, the said second train will engage its plate 32 with one of the arms 24, which will swing the said plate 32 in a direction to operate the valve in the emergency-brake pipe, thus setting the brake and bringing the second train to a standstill. Should two trains enter the block from opposite ends, each will actuate the lever 12 at its end of the block to raise the arms 24, connected thereto, and therefore the parts engaging with these arms on the two trains will immediately operate the brake mechanism of the said two trains.

Havingthus described my invention, I claim as new and desire to secure by Letters Patent 1. A railway safety device comprising a lever mounted to swing on a horizontal plane between the track-rails and adapted to be moved by a part carried by a car, a plurality of vertically-swinging arms, a connection between the several arms and said lever, and a part carried by a car for contacting with one of said arms to operate the safety-brake mechamsm.

2. A railway safety device comprising a lever mounted to swing on a horizontal plane at the entrance of a block, arms arranged in the block, a connection between the several arms and one end of said lever, a locking device for said lever, a part carried on acar-truck for releasing the locking-lever, and a part carried by the car-truck for swinging the lever to move the several arms to vertical position.

3. A railway safety device comprisinga lever arranged between the track-rails at the entrance of a block, a lever mounted to swing adjacent to the first-named lever, a link con nection between the two levers, the said lastnamed lever having an upwardly-extended inclined portion, a plurality of arms arranged in the block, a connection between said arms and the first-named lever whereby the said arms are moved to upright position by a movement of said first-named lever, a part carried by a car for operating the first-named lever, a forwardly and laterally swinging plate carried by a car and adapted to be moved laterally by the upward extension of the secondnamed lever, the said plate having connection with an emergency-brake valve, means in the block for moving said plate to normal position, and another plate mounted to swing on the car and having connection with the emergency-brake valve.

4. A railway safety device comprising 1evers arranged at the ends of a block in a railway system, arms mounted to swing vertically adjacent to the track-rails, a connection between the several arms at one side with one of said levers, a connection between the arms at the opposite side and the other of said levers, and devices carried by a car for operating the levers and also devices for engaging with'said arms.

5. A railway safety device comprising levers arranged at the ends of a block in the railway system, arms in the block adjacent to the rails, a connection between the arms of one side and one of said levers, a connection be tween the arms at the opposite side and the other of said levers, and resetting-levers arranged in the block to which said connections are attached.

6. A railway safety device c'omprisinghorizontally-swinging levers arranged at the end of a block in a railway system, a plurality of arms mounted to swing vertically adjacent to the track-rails, a Wire connecting the arms at one side with one of said levers, a wire connecting the arms at the opposite side with the other of said levers, resetting-levers arranged in the block, one of said resetting-levers being connected to one of said wires and the other of said resetting-levers being connected to the other of said wires, and means carried by a car for operating the levers.

7. A railway safety device comprising hori-- zontally-swinging levers arranged at the ends of a block in a railway system, arms arranged along the track-rails, aconnection between the arms of one side and one of said levers, a connectlon between the arms at the opposite side and the other of said levers, the said levers In testimony WhereofIhave signed my name being perforated, weighted latches mounted to this specification in the presence of tWo subto swing on the levers and adapted to pass scribing Witnesses.

through said perforation to lock the levers in WILLIAM H. CLING. 5 position, means carried by a car for releasing WVitnesses:

the locking-latch, and means carried by a car E. A. LAWRENCE,

for swinging the levers. S. W. BENNETT. 

